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(No Model.) 5"Sheets-Sheet 1. C. MAHON. CAR FENDER AND TRIPl No.538,591. Patented Apr. 30, 1895.

(No Model.) 5 Sheets-sheet 2.

C. MAHON. GAR FENDER AND TRIP.

No. 538,591. Y Patented Apr., 30, 1895.

I Seule an dash I 29 /f (No Model.)

5 Sheets-Sheet 3. C. MAHON.

GAR FENDER AND TRIP.

Patented Apr. 30, 1895i.

Inf/mrs Y iM/4; QM/

5 sheets-sheet 4,

(No Model.) v

C. MAHON. GAR FENDER ANDv TRIP.

PatentedApr. so, l1895.

5 sheets-sheen 5.

(No Model.)

C. MAHON.

GAR FENDER AND TRIP..

. PatentedApr. 3o, 1895.

5. 4&1

arts STATES CHARLES MAHON, OF WASHINGTON, DISTRICT OF COLUMBIA.

CAR-FENDER AND TRIP.

SPECIFICATION forming part of Letters Patent No. 538,591, dated April30,1895.

Application led March 11, 1895 Serial No. 541.314. (No model.)

To all whom i? may concern.-

Beit known that I, CHARLES MAHON, a citizen of the United States,residing at lVashington, in the District of Columbia, have invented acertain new, useful, and valuable Improvement in Car-Fenders and Trips,of which the following is a full, clear, and exact description.

My invention has relation to trips for car fenders and it consists inthe novel construction and arrangement of its parts as hereinafterdescribed.

The object of my invention is to provide a pivoted trip adapted to beused with any suitable fender, the length of said trip adapted to bereadily adjusted perpendicularly by the operator, and thus compensatefor the difterent levels of the car floor to which the trip is attached,and hence the trip can always be maintained at a certain distance abovethe track.

The further object of my invention is to provide for the oscillatingmovement of the body of the caron its trucks when in motion. This isdone by attaching to the lower end ot' the trip suitable fingers thathave an upward play, but when in contact with an obstruction on thesurface ot' the track are substantially rigid. Thus I provide a tripwhich is at lall times sensitive to obstructions, but not so should itcome in contact with the surface of the track. l In the accompanyingdrawings, Figure 1 is a perpendicular sectional view of the front partof a car having my fender-trip and a snitable fender attached thereto.Fig. 2 is the front end view of a car having my trip attached thereto.Fig. 3 is a rear view of the fender used. Fig. 4 is atop view of thefender used. Figs. 5, 6, 7, 8, 9, 10, and 11 are detail views of thetrip-finger and modifications and-will be explained hereinafter.l Fig.12 is a side view of the front end of the car, partly in section,showing a device for automatically raising and lowering the adjustablesection of the trip. Figs. 13 and 14 are detail views of parts used inFig. 12.

The trip consists of two parts, the pivoted section 1, and the pendentsection 2. The section 1, is horizontally pivoted in the bearings 3, 3,which are secured to the under side of thebottorn of the car. Saidsection consists of the bar 4, which is provided with the downwardlyprojecting sleeves 5, 5, one at or near each end of the bar at equaldistances from the center thereof. The center of the said bar isprovided with the elongated perforation 6. The front of the section iscovered with the Wire netting 7, or its equivalent.

The section 2, consists of the bar 8, having the guides 9, 9. Saidguides are perpendicular and enter at their upper ends the sleeves 5, 5,of section 1. The bar 8, is horizontal and eX- tends a short distancebeyond each rail of the track. The section 2, is also provided with aWire netting 10, or its equivalent. It is preferable thatparts 10, and7, be of wire netting as it practically presents a Wall, and is light,and'open so'that the lrrip cannot be affected by Wind. The part 2, isheld up by the flexible support 11, which is preferably a chain, and canform a joint at any point. The said chain is preferably connected atitslower end to a exible strip 12, which is secured at each end to the bar8, the end of the chain having a lateral play along the said strip 12,in order .that the chain might automatically seek the center of gravityof the section 2, and hence always raise said section evenly and preventthe binding of the uprights 9, 9, in the sleeves 5, 5.

The upperend of the chain 1l, is connected to the lower end of the rod13. Said rod is adapted to be moved up and down and the device hereemployed to move said rod consists of a gear cut in the rod and a gearwheel 14, journaled to the dash of the car, said gear wheel engaging thegear in the rod. The wheel 14, is provided with a crank arm 15, by whichit is operated, and the ratchet 16, is adapted to engage the gear of thewheel and hold the same in a stationary position. The rod 13, isprovided with an indicator point- 17. Said point passes over the face ofthe scale 18, which is located on the dash board. Thus the section 2, ofthe strip is supported.

The bar 4t, is provided with the lug 19, which is preferablyperpendicular, and the lug 20, which is perpendicular for a shortdistance and then curving slightly to the front. The

function of these lugs will be explained hereinafter.

The ngers 21, which are secured to the lower end of the section 2, maybe of any con- ICO Said perforation fiares or is wider in front` than inthe rear and the head on the rod prevents the rod from falling out. Thelower end of the rod is provided with a fiexible covering 24. The rodnormally hangs as represented in the heavylines of Fig. 5; but it mayassume the position as shown in the dotted lines. Fig. G is a front viewot' Fig. 5. Fig. 7 is a side view of a rigid finger showing an extension25. Said extension may assume a similaiposition in its casting as thatindicated by the dotted lines in Fig. 5. Fig. Sis a front view ofthecasting 23, used in Fig. 7. Fig. 9 shows a modification of a springfinger. The fingers are slightly curved up at their lower ends; but itwill be seen that said tingers can have an upward play. Fig. l0 shows atinger consisting of the hinge 26, secured to the cross rod S. Aflexible strip is secured to the other part of the hinge and saidfiexible strip is stitened by wire rods run through the same asindicated by the dotted lines. Said finger is also curved up slightly atits lower end. Fig. ll shows a Enger which may extend all the way acrossthe track, said fin-` ger having castings 23, and the rigid rods located therein, the lower ends of the rods being connected bythe trip 27.The said trip is also slightly curved up as shown. In all thesemodifications itwill be observed that the fin. ger is inclined to thefrontand will normally rest at an angle to the track; but the lower endsof the fingers have an upward play should they come in contact with thesurface of the track; but should an obstruction be encountered thelingers are substantially rigid and the trip will be swung to the rear.Thus should the car while in motion have oscillatory movement enough onits trucks to bring the fingers in contact with the surface of thetrack, the upward play ol' the fingers will compensate therefor and thetrip will not be operated.

A second indicator is adapted to be used in conjunction with thevertically adjustable trip. rThis second indicator consists of the rod2S, which is adapted to move perpendicularly in suitable guides securedto the body of the car. The lower end of the indicator is provided witha friction roller or equivalent which is adapted to run on the trackwhen the said indicator is lowered as indicated by the dotted lines inFig. l. the indicator passes over a scale 29 which is secured to thebody of the car. Then the car is emptyand not in motion, if it isdesired that the trip be made sensitive (say a distance ot' two inchesbetween the track and the lingers) then the scale on the dash should bearranged so that the indicator shall register zero, and i the secondindicator when on `the track will also stand at zero on its scale. Thissecond The upper end of indicator' is adapted to show the proximity ofthe body of the car to the surface ofthe track, as this distance variesaccording to the weight of the load on the car. As the car fills shouldthe indicator 23 register one above zero, when the indicator 17, is atzero it shows that the ends of the fingers are one inch nearer thesurface of the track than they should be and theoperator will elevatethe indicator to the numeral l on its scale. When the indicator 28 isnot in useit is drawn up and secured to the body of the car and theroller will be up under the door of the car as shown in heavy lines inFig. l. Said indicator 2S may be provided with the joint 30, whichpermits the lower part of the indicator to swing to the rear should itcome in contact with an obstruction on the track.

As above stated any style of fender may be used inconjunction with mytrip. The fender used here is of the pivoted style. It is mounted in thebearings 3l, 3l,secured to the under side of the car, and consists ofthe arms 32, 32, which curve down and extend to the front. Said arms aresuitably braced and connected together. The rods 33, 33, are secured inthe forward ends of the said arms. Said rods extend tothe front andsupport the front end of the fender.

The front end of the fender consists of a sheet of metal suitablyattached to the rods, 33,` 33, and the extreme front end of the fenderis preferably tipped `with leather 34,01 other. suitable fiexiblematerial. The front edge of the sheet of metal is slit at intervals (seeFig. 4), so that the edge may conform to the contour of the track. Therear end of the sheet ot` metal is connected by the wire netting 35,with the bearings 3l, 3l. The front ICO ends ot' the rods 33, 33, areconnected by a cross rod which passes under the sheet of metal and onthis cross rod is journaled the friction rollers 3G, which are adaptedto come in contact with the rails of the track when the fenderis'lowered `and thus relieve the fender of wear. The arms 32, 32, areconnected above the pivot point by the bail 37, see Fig. 3, and aweighted arm 38, is secured to the bail and extends on the opposite sideof the pivot point from the fender and is adapted to counteract theweight thereof. The braces of the arms 32, 32, are provided with thethrow offs 39, 3f).

The rear end of the rod 40, is pivotally connected to the bail of thefender. Said rod passes forward, and is supported by the plank 4l, whichis suspended from the bottom of the car. The lower end of the lever 2,is pivotally connected to the front part of the rod 40. Said lever 42,is fulcru med above the fioor of the car and is adapted to be operatedby the man in charge of the car. The front end ol' the rod 4:0, bearsagainst the knuckle in the spring 43. Said spring is secured at its rearThe front end of the said spring extends down and is provided with therecess 44, adapted to receive the upper end of the lug19, when the tripis in its normal position. The extreme end 45, of said spring extends upand forms a guide for the said lug 19, after the trip has been swung tothe rear and is about to assume its normal position. The rod 40, issurrounded by the coil spring 46, which bears at its rear end against astationary point and at the other end against a lug on said rod. Thetendency of this spring 46, is to throw the rod 40, forward. Thetendency of the spring 43, is to bear down, and when the lug 19, whichsupports the free end of said springis removed the spring flies down andassumes the position as indicated by the dotted lines Fig. 1. As the rod40, passes forward the lug 4 7, engages the stem of the bell clapper 48,and as the said lug passes beyond the stem the clapper flies back andstrikes the bell 49, thus notifying the operator that the fender isagainst the-ground.

A strap spring 50, is secured-at one end to the Iioor of the car, and isarched up and passes at the other end down through the floor of the carand bears at the extremity against thelug 20, on the bar 4. The operatorby pressing with his foot on the spring 50, will tilt the trip whichwill release the free end of the spring 43, and it in turn allowing therod 40, to pass forward and the fender to fall against the ground. Thespring 46, isv of sufficient strength to keep the fender firmly againstthe ground.

Vhen the fender is down and the operator desires to raise it, he simplypushes the upper end of the lever 42, forward. The lug 19, will thenelevate the spring knuckle 43. The end of the said lug will enter therecess 44, and the said knuckle will hold the rod 40, back in place.

The trip is provided with a device for automatically raising andlowering the same. This device consists of a bracket 5l, which issecured to the cross plank 52. Said plank is secured to the trucks ofthe car and is substantially stationary perpendicularly. The bracket 51,has pivoted to it the rear end of thc casting 53. Said casting isadapted to have a lateral play on its pivot point. The casting 53, isprovided with the front roller 54, and the rear rollers 55, 56, and 57.There is a space of about nine inches between the roller 54, and therear rollers. The downwardly projecting arm 58, is secured to the underside of the floor of the car between the front roller54, and the rearrollers, but nearer the rear rollers as shown in Fig. 12. The lower endof the said arm is preferably provided with a friction roller as shown.The chain 11, which is secured at its lower end to the adjustable partof the trip passes up over a roller 59,andis secured to the end of therod 60. Said rod passes through suitable guides 61, 6l, and is attachedat its rear end to the chain 62. Said chain passes over the rollers 54,55,56, and 57, and under the arm 58. The other end of the chain issecured to the rear end of the rod 63. The said rod 63, passes throughthe lower part of the guides 6l, and the other end of said rod issecured to the chain 64, which passes under the roller 65, Fig. 13 andis secured tothe lower end of the indicator rod 13. I

In operation the device acts as follows:- When the car is unloaded andat a standstill the part of the chain 62, which is between the rollers54, and 55, is straight and as the car tills, the arm 58 depresses andbears down on the chain 62, and as the said chain is connected throughrod 63, with a stationary point, the rod 60, is drawn back and the chainll, elevated which in turn draws up the adjustable section of the trip.As the car unloads the arm 58, elevates which allows the adjustablesection of the trip to fall. This it will be seen that the fingers ofthe trip will always be at the same distance above the surface of thetrack. As the car passes around curves the body-ot' the car will not bein a straight line with the trucks. Therefore the lateral play of thebracket 53, will permit the rods 60, and 63, and the chain 62, to be atall times in a straight line. When the car has an oscillatory motion onits trucks the arm 58, will depress the chain and the trip lingers willbe elevated and lowered.` The ringing of the bell, which tak-es placeevery time the fender is lowered will notify the motorman of the fall ofthe fender, even though he did not observe the obstruction on the track,or hear the noise made by the fender scraping the ground; which might bethe case owing to the noise of the carand the noise in the street.

If it is desirous at any time to keep the fender out of use, the handlever above the floor of the car can be secured in any suitable mannerto prevent its moving and thus the fender cannot drop.

Having described my invention, what I claim as new, and desire to secureby Letters Patent, is-

1. In combination with a fender trip a iinger secured to the trip, saidfinger inclined forward and at an angle to the track, said finger havingan upward play but being substantially rigid when in contact with anobstruction on the track, as set forth.

2. An adjustable fender trip consisting of a pivoted section and aperpendicularly adjustable section, a flexible connection connecting theadjustable section with a suitable operating means located above theHoor of the car, as set forth.

3. In combination with a perpendicularly adjustable fender trip havingan indicator ladapted to rise and fall with the adjusting of IOO .IIO

IZO

4. In combination with a pivoted fender trip a device foroperating thetrip consisting of a spring fixed at one end to a stationary point andarched up, the other end of the spring bearing against the trip andadapted when the spring is pressed to operate the trip, as set forth.

5. In combination with a fender adapted to come in contact with theground and in so doingto send arod forward, a spring fixed at one end toa stationary point and havingaknnckle normally adapted to abut againstthe end of said fender rod, a pivoted trip adapted normally to supportthe free end of said spring, and thus keep the fender up, as set forth.

6. A fender adapted to come in contact with the surface of the track,consisting of arms connected to the body of the car, said armssupporting a sheet of metal which extends to the front, said sheethaving slits cut in its front edge and thus permitting the edge ofthesheet to assume the contour ofthe track, as set forth.

7. An adjustable pivoted fender trip, a connection secured to the tripand connecting a suitable operating means located above the floor ot'the car, said connection being flexible in the axis of the pivotalpoints of the trip, as set forth.

8. A fender trip, adapted to be raised and lowered, a device for raisingand lowering the trip said device being substantially stationaryperpendicularly and connected to the trip and adapted to beautomatically operated by the elevation and depression of the body ofthe car, as set forth.

In testimony whereof I affix my signature in presence of two witnesses.

CHARLES MAI-ION.

Witnesses:

A. E. GLAscoeK, PATRICK J. WALSHE.

